Air-brake protection-valve.



W. V. TURNER.

AIR BRAKE PROTECTION VALVE.

APPLIGATION FILED MAB. '1, 1905.

@Y1 3,3@ Patented Sept. 27, 1910.

2 SHEETS-SHEET l.

INVENTOR W. V. TURNER.

AIR BRAKE PROTECTION VALVE. APPLIoATxoN FILED MAR. 7', 1905.

y l y 326 Patented Sept. 27,' 1910.

2 SHEETS-SHEET 2.

.Y lll .mm-:3:31.36

Y h y Myx;

THE NoRms 51ans co., wxsmmcromw. t.

UNTED STATEN PATENT @ldlilllltlltii WALTER V. TURNER, 0F WILKINSBURG, PENNSYLVANIA, ASSIGNR T0 THE WEST- INGHOUSE AIR BRAKE COMPANY, OF PITTSBURG, PENNSYLVANIA, A CORPORA- TION 0F PENNSYLVANIA.

AIR-BRAKE PROTECTION-VALVE.

Specification of Letters Patent.

Application filed March 7, 1905.

Patented Sept. 27, 191th.

Serial No. 248,882.

To all whom it may concern.

Be it linown that l, WALTER V. TURNER, a citizen of the United States, residing at Vtillrinsburg, in the county of Alleghen y and State of l)ennsylvania, have invented a certain new and useful improvement in Air- Bralre Protection-Valves, of which the following is a specification.

'llhis invention relates to automatic air brake systems, and more particularly to that form of apparat-us in which the triple valve is provided with an additional port and pipe connection for supplying air from the main reservoir, control pipe line, supplemental reservoir, or other source, to the auxiliary reservoir for the purpose of securing a quicl; recharge and also a graduated release of the brakes when desired, as disclosed, for instance, in Reissue Patent No. 12,047, of @et 28, 1902, and prior pending application, Ser.

-No 233,410, filed Nov. 19, 19041.

rlhis construction is particularly adapted for use in electric traction service, in which the motormans brake valves have re movable handles for leaving the valves locked in lap position when not in use, as when the train is standing in the barn or yard and the brake system is empty.

lt is the custom, before starting a train out, to connect up the electric current to the motor driven air compressor for charging up the main reservoirs, and as this is often done before the motorman arrives to set the brake valve in running position, it sometimes happens that air under pressure is supplied through the additional connection to the triple valve before any pressure has accumulated in the train pipe and auxiliary reservoir, so that if the slide valve is not in release position it may be raised from its seat by this pressure, thereby permitting the access of dirt, scale or other foreign mat-ter to the valve seat, which is very detrimental to the action of the device.

This invention is also applicable to that form of air brake apparatus in which a supplemental reservoir is connected to this additional port in the triple valve, since when a car is cut out and left on a siding the air pressure gradually leaks away and the first effect of this is to move the triple valve to application position, At-hereby covering the additional port leading to the supplemental reservoir. Then as the compressed air iirst leaks away from the brake cylinder, train pipe, and auxiliary reservoir, the pressure remaining in the supplemental reservoir will lift the slide valve of the triple from its seat, thus rendering the device subject to thc objections above noted.

if he principal object of my present invention, therefore, is to provide means for preventing the flow of air to the additional triple valve port when there is insufficient pressure in the auxiliary reservoir or valve chamber to hold the slide valve to its seat.

Another object is to provide means for supplying air from the main reservoir, control pipe line, supplemental reservoir, or other source, to the auxiliary reservoir when the pressure therein is depleted below a predetermined amount.

ln the accompanying drawings, Figure 1 is a diagram showing an air brake equipment embodying my improvement and applied to a train of two cars; Fig. 2 a sectional view of the triple valve device; l? ig.

3 a sectional view of one form of my im.

proved protection valve device; Fig. l a sectional view showing a modification; lFig. 5 a diagram illustrating another form of my improvement as applied to a single car equipment having a supplemental reservoir; and Fig. 6 a sectional view of the form of protection valve device indicated in Fig.

According to the construction shown in Sheet 1 of the drawings, the equipment comprises a main reservoir 1, motor driven pump 8, electric pump governor 2, main reservoir pipe or, as it is called, control pipe 5, communicating through reducing valve or feed valve 4rwith the main reservoir, train pipe G, motormans brake valve 7, branch pipe 8, triple valve device 9, auX- iliary reservoir 10, and brake cylinder 11.

Fig. 1 shows one car equipped as a motor car, and the other as a trailer, but it is understood that a train may be composed of any desired number of motor cars or trailers.

The triple valve device comprises the usual casing, having a piston chamber communicating with the branch pipe 8, piston 21,1nain slide valve 22, graduating slide valve 23, service port 24, brake cylinder port 26, and exhaust port 30. ln the slide valve seat is located an additional port 29, communieating with pipe 111, through which air may be supplied from the main reservoir, control pipe or other source, and the main slide valve is provided ivith ports 25, 31 and 28, While the small graduating valve 23 has a cavity 27 and is adapted to control these ports in the main slide valve. Then the brakes are applied, the port 29 is closed, but as the valve moves to release position the port 29 registers With port 28, which is uncovered by the small slide valve 23 thereby permitting air to floiv from pipe 14 into the valve chamber and assist in rapidly restoring the pressure in the auxiliary reservoir. lf, after the brake is applied, it is desired to grade down the brake cylinder pressure, the train pipe pressure is increased only a slight degree sufficient to move the triple valve to release position, whereupon a portion of the air escapes from the brake cylinder through ports 26, 25, 2T, 31 and 30, but the air under pressure from pipe 14 flowing into the valve chamber through ports 29 and 28 raises the pressure on the auxiliary reservoir side of the piston above that of the train pipe and immediately moves out the graduating slide valve to close t-he outletfrom the brake cylinder and the inlet through port 28. In this manner, by successively inci'easing the train pipe pressure, a graduated release of the brakes may be secured.

As thus far described, the construction does not difier materially from that covered by the prior pending application, Ser. No. 233410, above cited. lf air under pressure should be supplied to port 29 when the brake valve is on lap and the train pipe and auxiliary reservoir have only atmospheric pressure, it ivill be apparent that the piston would be moved out and the slide valve blown from its seat, and in order to prevent such an occurrence l provide what may be termed a protection valve device 12, having pipe connections 13 with the main reservoir or control line, 14 vvith the triple valve,

and 15 With the auxiliary reservoir. This device, as shown in Fig. 3, comprises a valve 16 operated by a diaphragm or piston 17 and an adjustable spring 18 for controlling the supply of air through the pipe 14, and an excess pressure valve 19 having a spring 20 for governing the supply from the control line through pipe 15 to the auxiliary reservoir, If the control pipe is normally charged to a pressure of pounds per square inch the spring 18 may be adjusted to hold the valve 16 closed When the pressure acting on the diaphragm 17 is beloiv 40 or 50 pounds, and the spring 20 may be set to about 2O pounds. If then, the pump should be started to charge the main reservoir and control pipe line When the brake valve is in lap position, and with the train pipe and auxiliary reservoir exhausted of air under pressure, the valve 16 Will not open to permit the floiv of air to the triple valve until the control line pressure has risen to 46 or 50 pounds, sutlicient tov overcome the spring` 18, but in the meantime the auxiliary reservoir has been charged through the excess pressure valve 19 to about- 30 pounds, which is ample to hold the slide valves properly seated. lf there is no compressed air in the train pipe this auxiliary reservoir pressure Will of course move the triple valve piston out against its gasket and charge the brake cylinder to the same degree of pressure, and this is a feature tending to give greater safety since it--necessitates the release and proper test of the brakes, and guards against the accident of leaving the cut out cock in branch pipe 8 closed before taking a train out into service. Another advantage derived from this form of my improved valve mechanism is that in case the auxiliary reservoir pressure should for any reason become depleted belovv 50 pounds during the operation of braking, the valve 19 will operate to supply air from the control line to the auxiliary reservoir and maintain the pressure therein.

According to the modication shown in Fig. 4, the protection valve comprises a casing containing a chamber 36, having slide valve 33 and piston 32 with spring 3T, the slide valve controlling ports 34 and 35 communicating with pipes 15 and 14 respectively. lllhen the pressure in the control line admitted through pipe 13 is less than that of the spring, say 50 pounds, the valve covers port 35 vvhile port 34 is open to freely supply the auxiliary reservoir through pipe 15. vWhen the pressure rises high enough to compress the spring and move the piston 32 over to its seat against the gasket the port 34 is closed While port 35 is opened, thereby establishing free communication from the control line to the triple valve through pipe 14. A check valve 38 may be used to prevent the escape of air from the auxiliary reservoir to the atmosphere in case of a bursted hose in the control pipe line.

In Figs. 5 and 6 l have illustrated another form of valve device embodying my invention and applied to a single car equipment having a supplemental reservoir 40, which may be charged from the train pipe 6 or auxiliary reservoir 10, for supplying air to the pipe 14 and triple valve port upon release of the brakes. As shown in Fig. 6 this form of protection valve comprises a casing having a valve chamber 43 and piston chamber 46 containing slide valve 41 and piston 42, the valve chamber communicating through pipe 13 with the supplemental reservoir 40. In the slide valve seat are located the port 52 communicating vvith pipe 14 leading to the additional port of the triple valve, and the port 44 leading to the diaphragm chamber 1S and also communicating by pipe 15 with the auxiliary reservoir 10. The diaphragm 5() is therefore subject on one side to the pressure ot the auxiliary reservoir, and on the opposite side to the adjustable spring 51, and operates the small regulating valve 19 to control the flow or' air from the chamber t6 in the rear of the piston through passage 47 to the diaphragm chamber and the auxiliary reservoir. The spring L15 normally holds the slide valve l1 in the position shown with the port t-lt closed and the port 52 open when the air pressure is balanced on opposite sides of the piston 4:2, and the spring 51 is usually adjusted to an auxiliary reservoir pressure of about 50 pounds per square inch.

`When the system is being charged, air under pressure flows through the train pipe and feed groove of the triple valve in the usual manner to the auxiliary reservoir, and also through pipe 1st, port 52, chamber 43 and pipe 13 to the supplemental reservoir 40, raising the pressure therein to the normal standard degree. rlhere is no action orP the protection valve during the charging operation, as the pressure remains substantially equal upon opposite sides of the piston, and the valve also remains in this position during the usual operations of applying and releasing the brakes. lf, however, at the time of applying the brakes, the pressure in the auxiliary reservoir should be depleted below that for which the spring 51 is adjusted the small regulating valve 49 would be raised from its seat thereby opening coinmunication from chamber t6 to the auxiliary reservoir, whereupon the higher pres- ,ure of the supplemental reservoir in the chamberl 43 acts upon the piston to move the slide valve to uncover the port 114 and supply air to the auxiliary reservoir through pipe 15. As the pressure in the auxiliary reservoir rises to 50 pounds the spring 51 is compressed suiliciently to permit the small valve 119 to close, whereupon the pressure immediately equalizes around the piston L12 and the spring l5 moves the slide valve to close the port 44. 1n this way the auxiliary reservoir pressure is maintained at the degree to which the spring 51 is adjusted by drawing from the supplemental reservoir or other source ot air under pressure. 1n case the car is set out from the train, and the air pressure in the brake system permitted to leak away, the triple valve usually moves over to application position, since the train pipe pressure diminishes by leakage more rapidly than the auxiliary reservoir.. ln this position the slide valve of the triple covers the port communicating with the pipe 14 and the supplemental reservoir, thereby holding the higher pressure sealed up in the supplemental reservoir while the air under pressure in the train pipe, auxiliary reservoir and brake cylinder is rapidly leaking away. As soon as the auxiliary reservoir pressure has reduced to 50 pounds, the adjustment of spring 51, the regulating valve is opened, thereby establishing communication from the supplen'iental reservoir to the auxiliary reservoir through the valve chamber, around the piston 112, passage L17, chamber Lle", and pipe 15. 1f the leakage from the auxiliary reservoir is more rapid than the tlow ot air around the piston 4?/ the slide f'alve is moved by the piston to open the port 441, so that the pressure in the supplemental reservoir will in any event then reduce at the same rate as the auxiliary reservoir, and will not raise the slide valve ot the triple valve oit from its seat, thereby preventing the possibility oit dirt, scale or other injurious foreign matter it'roin ae cumulating upon the slide valve seat.

yllhe iiorm of valve device shown in Fig, (i is the preferred construction, and may be applied equally well to air brake apparatus indicated in Fig. 1, in which case the admission of air ilirorn the main feservoir or control pipe line through pipe 13, when the auxiliary reservoir -as depleted, would act upon the piston to move the slide valve to close port and open port staf, thereby supplying air through pipe 15 directly to the auxiliary eservoir until the pressure therein reached the degree for which the spring 51 was adjusted. The pressure would then equaliye around piston -lz and the spring would act to return the slide valve to open port 52 and close port i4.

llilhile 1 have shown three ditierent forms of valve devices embodying my in'iprrrfements, it will be apparent that this invention is not limited to any particular construction but covers broadly any valve mechanisin for preventing` the flow of air ifroin a source of high pressure to the additional graduated release port oiu the triple valve at such times as the auxiliary reservoir is depleted ot air pressure and the slide valve is liable to be raised from its seat.

llaving now described my invention, what I claim as new and desire to secure by Letters Patent is 1. ln an air brake, the combination with a train pipe, auxiliary reservoir, and brake cylinder, et an additional reservoir or source of pressure, a triple ialve having a port for supplying air from the additional source to the auxiliary reservoir, and automatic means tor preventing the supply ot' air under a high pressure from the additional source to the triple valve when the auxiliary reservoir is depleted.

Q. ln an air brake, the combination with a train pipe, auxiliary reservoir, and brake cylinder, of an additional reservoir or source of pressure, a triple valve having a port ior supplying air from the additional source to the auxiliary reservoir, and a valve device for controlling the supply of air trom the additional source to the said triple valve poi't.

3. ln an, air bi'alre, the combination vvitli a ti'aiii pipe, auxiliary reservoir, and brake cyliiuler, ot an additional reservoir or source otl pressure, a triple valve having` a port 'tor supplying' air t'i'oin the additional source to the auxiliary reservoir. and a valve device operated bv pressure i'i'om the additional source tor controlling communication to said triple valve nort.

ln an air brake, the combination ivith a train pipe, auxiliar,v reservoir, bi'alre cyl-- inder, and a triple valve having an additional port for ,supplying` air to the auxiliai'y reservoir. ot a pipe or passage leading` from an additional source oft pressure to said port, means toi' supplying air to the auxiliary reservoir through a separate connection, and a valve device for controlling coinniunicatioii through the pipe leadingv to the .aid triple valve port.

:3. ln an air bralre, the combination ivith a tr'ain pipe, auxiliary reservoir, brake cylinder, and a triple valve having an additional port t'or supplying air to the auxiliary reservoir, of a pipe or passage leading trom an additional source oit pi'essui'e to said port, a separate pipe or passage communicatingl vvitli the auxiliary reservoir, and a valve device t'oi' controllinv the supply ot air from the additional source through said passages.

6. In an air brake, the combination vvith a train pipe, auxiliary reservoir, and bi'alre cylinder, of an additional reservoir oi' source of pressure, a ti'iple valve having` a port for supplying' air from the additional source to the auxiliary reservoir, and a l'iuid pressure actuated valve device tor controlling' coinniunication from the additional source to the said triple valve port and to the auxiliary reservoir.

ln an air bralre, the combination ivith a train pipe, auxiliary reservoir, and brake cylinder, ot an additional reservoir oi' source or pressure, a triple valve having' a port for supplying` air trom the additional source to the. auxiliary reservoir, and a valve device comprising a main valve for controlling communication to the said triple valve port, a piston for operating` said main valve, and a regulating' valve tor governing the pi'essure upon said piston.

S. ln an air brake, the combination vvith a train pipe, auxiliary reservoir, and brake cylinder, ot an additional reservoir orsource ot pressure, a triple valve having; a port for supplying;v air from the additional source to the auxiliary reservoir, and a valve device comprising a main valve toi' controlling communication to the said ti'iple valve portaiid to the auxiliary reservoir, a piston t'or operating' said main valve, and a regulating,` valve governed by the auxiliary reservoir pressure for varying the pressure on one side ot said piston.

9. ln an air brake, the combination with a train pipe, auxiliary reservoir, and brake cylinder, ot' an additional resei'voir or source ot pressure, and a valve device comprising` a main valve for controlling communication from the additional source to the auxiliary reservoir, and a regulating valve and diaphragm constantly subject to the auxiliary reservoir pressure for controlling` the pi'essure on one side of said piston.

l0. ln an air brake, the combination With a main resei'voii', control pipe, train pipe, auxiliary resei'voii', triple valve, and brake cylinder, of a valve device `governed by and .constantly subject to the auxiliary reservoir pressure for supplying air from the control pipe to the auxiliary reservoir.

ln testimony Wliei'eot l have hereunto set my lian d.

'WALTER V. TURNER.

lllitiiesses R. F. Eiinnv, J. B. MACDONALD. 

